Transportation's Role in Reducing U.S. Greenhouse Gas Emissions ...

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Transportation’s Role in Reducing U.S. Greenhouse Gas Emissions: Volume 2 Reduced speed limits can be implemented very quickly, limited only by the time required for re-signage and public notification, as well as the implementation time required to upgrade enforcement levels in order to reach full benefits. Cost-Effectiveness The immediate costs associated with implementing speed limit reductions are relatively small, including new signage and public outreach and education effort. Ongoing enforcement costs will be more significant. Public outreach program costs can vary substantially depending upon media selection, frequency, and duration of messaging, and other factors. The IEA (2005) study estimated a $3 million cost for a basic national public information campaign, assuming no advertising cost for public service announcements; paid advertising could increase this cost substantially. Incremental enforcement efforts or citation costs above those already in place were estimated in the IEA report at $200,000 per additional officer and $26,000 per speed camera. Estimated national costs would be approximately $600 million annually for personnel, or $800 million initially for speed camera deployment (not including operations and maintenance/replacement costs, which were not estimated). Considering annual enforcement personnel costs alone produces a cost-effectiveness estimate of about $11 per tonne CO2e reduced, using IEA’s benefit estimates. However, the IEA study concluded that these enforcement costs were effectively canceled out by fuel-cost savings. Both fuel-cost savings and enforcement costs would accrue to drivers, assuming that enforcement costs were fully recovered through fines. The study did not consider increased travel time costs. Cost and GHG reduction data from the Moving Cooler study suggest a cost-effectiveness of -$320 per tonne, considering vehicle operating cost savings but not travel time costs. State analyses for climate action plans have produced varying estimates of costeffectiveness, from $-200 to $55 per tonne of CO2 reduced. These proposals included both increased enforcement and lowered limits, and several applied only to heavy-duty trucks. Some also included vehicle operating cost savings. Cobenefits Speed limit reductions would result in fuel savings and other vehicle operating-cost savings, but also increased travel time costs. Tradeoffs between fuel-cost savings and travel time costs can especially factor into freight transporters’ practices; for example, in March 2008 one major trucking firm announced that it was limiting speeds to 62 mph in order to reduce fuel consumption (Marketwire, 2008), suggesting that the travel time savings above that speed were of less value than the increased fuel costs. Speed limit reductions also would have safety benefits. A National Academy of Sciences analysis estimated that 4,000 traffic fatalities were averted per year as a result of the previous national speed limit (TRB, 1984), which translates into $24.4 billion using the U.S. EPA, Science Advisory Board $6.1 million “value for a statistical life.” 4-39
Transportation’s Role in Reducing U.S. Greenhouse Gas Emissions: Volume 2 Speed reductions may result in reductions of some criteria pollutants and precursors. NOx in particular increases significantly at higher speeds and so should see the greatest reduction; the EPA’s MOBILE6 emission factor model predicts that NOx emissions are about 10 percent lower at 60 mph compared to 65 mph, or 17 percent lower at 55 mph versus 65 mph. Maintenance requirements also are expected to decrease for heavy-duty diesel trucks as a result of less engine and brake wear (EPA, 2004). Feasibility With the exception of the enhanced enforcement options discussed above, barriers to speed limit reductions are social and political rather than technical. The previous national speed limit initiative met with substantial resistance across the country and was limited in its effectiveness by inconsistent enforcement. Enhanced enforcement options that rely on speed cameras or GPS also are likely to encounter significant public resistance. This strategy would therefore require political leadership and a significant public education initiative regarding the climate change benefits of reduced speed limits to achieve support. 4-40
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Acknowledgments Transportation's Ro
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Table of Contents Transportation's
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List of Figures Transportation's Ro
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Transportation's Role in Reducing U
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1.0 Introduction Transportation's R
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Induced Travel Demand Transportatio
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3.11 SUMMARY OF FINDINGS Transporta
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Table 3.5 Findings by Strategy: Sys
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Strategy Name Travel Activity Commu
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6.0 Conclusion Transportation's Rol
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Printed on paper containing recycle
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Transportation’s Role in Reducing
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1.0 Introduction Transportation’s
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2.0 Low-Carbon Fuels Table of Conte
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List of Tables Transportation’s R
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� 2.1 Summary Overview of Low-Car
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Effects on Infrastructure Funding T
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Tax and tariff policy also can affe
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In 2006, approximately 43,000 mediu
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Market Penetration Transportation
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� 2.5 Liquefied Petroleum Gas (LP
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Development of a Hydrogen Infrastru
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� 2.9 Electricity Overview Many o
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Feasibility Transportation’s Role
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� 2.10 References Transportation
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Transportations Role in Reducing U.
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Component Shares in Total Price Tra
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